Rotating wing aircraft



March 19, 1963 H. T. AVERY ROTATING WING AIRCRAFT Original Filed May 15, 1946 12 Sheets-Sheet 1 INVENTOR.

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March 19, 1963 H. T. AVERY ROTATING WING AIRCRAFT 12 Sheets-Sheet 9 Original FiIed May 15, 1946 WJW March 19, 1963 H. T. AVERY ROTATING WING AIRCRAFT ori nal Filed May 15, 1946 FJLE LE5 12 Sheets-Sheet 10 INVENTOR:

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United States Patent 3,081,966 ROTATING WING AIRCRAFT Harold T. Avery, Oakland, Calif, assignor to Minneapoiis-Honeywell Regulator Company, Minneapolis,

Minn, a corporation of Delaware Continuation of application Ser. No. 569,954, Feb. 20,

The present invention relates to helicopters, and particularly to the controls which serve to keep the operation of the craft in accord with the performance desired by the operator of the craft. This application is a continuation of my prior application Serial No. 569,954 filed February 20, 1956 and now abandoned, which is a division of my prior application Serial. No. 314,389 filed September 22, 1952 and now Patent No. 2,784,792, which in turn is a division of my earlier application Serial No. 669,790 filed May 15, 1946 and now abandoned.

Up to the present time all aircraft have required a relatively high degree of training and/or skill to operate. With the airplane this has been primarily due to the relatively high craft speed required to maintain control of the craft. The helicopter entirely gets away from this necessity of thus maintaining air speed, and therefore would be one of the easiest of all vehicles tooperate were it not for the fact that as so far known and operated the helicopter has peculiar operational difliculties of its own. These difliculties are primarily traceable to the fact that the helicopter is capable of a greater variety of kinds of movement than the airplane, and it has been customary to provide separate manual control for each of these various kinds of movements in the helicopter to an extent which increases the number of various control devices with which the operator must continuously be concerned distinctly above that customary in the airplane. Combined with the extent to which these various movements and control functions are inextricably inter-related in the helicopter, this has rendered the controlling of a helicopter equipped with conventional controls as known in the art, more difiicult than the controlling of the airplane in spite of the fact that the most serious airplane control difiiculties are eliminated.

For instance, if it is desired to increase forward speed on a typical prior art helicopter it is ordinarily necessary for the operator to (1) readjust a pitch control lever to increase the pitch of the rotor blades, (2) readjustthe setting of the engine throttle to secure proper engine and rotor speeds, (3) readjust steering pedals to accurately counteract the rotor torque which has thus been increased, (4) readjust the lateral position of the control stick first to balance the increase in counter-torque, and then as the speed of the craft increases to compensate for the greater differential between the lift exerted by the advancing and the receding blades, and (5) rock the control stick forward to increase forward tilt of the craft so as to convert the additional power into forward, movement rather than upward movement, and return the stick to its normal position again when the tilt of the craft has If all five of these controls are not readjusted in exactly the right amounts and the right synchronism and/or sequence the craft will commence to perform one or more unwanted movements or gyrations. Obviously this number of control movements is too many to properly co-ordinate without a high degree of skill and training. This is particularly unfortunate in view of the fact that the helicopter seems to otherwise have very promising potentialities for becoming the widely used personal craft of the air.

It is an object of this invention to simplify the control arrangements for helicopters and to render it easier to properly manipulate them.

It is also an object to provide such a grouping and arrangement of the various manual control members as will not only result in an unprecedented degree of convenience in controlling the craft, but will be so simple and logical in arrangement as to render the operators control of the craft inherently correct with little or no training required.

It is an object of the invention to eliminate the need for the operator of a helicopter to pay any attention to the steering of the craft except when a change of course is desired, and to correct occasional slight departures from course not greater in amount of frequency than the corresponding corrections normally incident to the steering of an automobile, and it is a further object to accomplish this without requiring the expensive type of automatic equipment customarily associated with automatic steering devices.

It is a further object of the invention to automatically anticipate turning effects exerted on the craft due to changes in engine torque and to bring means for counteracting such effects into operation before they cause angular displacementsof the craft instead of afterwards as in the case with most automatic steering devices.

It is an object of the invention to render it unnecessary to supply any power from the engine directly to the counter-torque means during normal cruising. More specifically it is proposed to provide a power driven counter-torque means which is selectively adjusted at lower craft speeds and another counter-torque means which is not power driven and which is selectively adjusted at higher craft speeds, and it is an object of the invention to automatically disconnect the power driven counter-torque means from the engine at craft speeds adequately above those at which it is required and to automatically reconnect it again as craft speed falls off sufficiently to approach the speeds at which it is required.

It is an object of the invention to automatically subtantially prevent sideward movement of a helicopter relative to the air during forward flight except in measured response to the operators setting of a lateral control member, which however, is so arranged that the operator does not need to position it in normal flight.

It is a further object of the invention to automatically resist displacement of the craft by gusts, particularly under hovering conditions.

It is also an object to render it particularly easy for the operator to hold the craft stationary relative to the ground under all air conditions.

It is an object of the invention to provide automatic lateral control of the craft with means for automatically altering that control to better adapt it to different flight conditions, and particularly to changes in the longitudinal movement of the craft.

It is also an object to provide means selectively available to the operator for automatically steadying the craft relative to the ground, or relative to the surrounding air, or both.

It is an object to provide a means for automatically resisting accelerations of the craft from any source including'changes in the velocity of the sustaining air relative to the ground, and other means for automatically controlling movement of the craft relative to the air. It is a further object to provide a unitary manual means .for selectively bringing either one or both of these means into operation, audit is alternatively an object to automatie cally bring one or the other into operation in response to changes in the flight condition of the craft. This may, for instance, take the form in which the forward speed of the craft automatically determines whether the lateral control mechanisms will act to automatically resist lateral accelerations of the craft or to automatically eliminate lateral movement of the craft relative to the air.

It is a further object to automatically compensate for tilting of the craft fuselage from such sources as eccentric loading. More specifically it is an object to control rotor tilting with respect to the true vertical rather than with respect to the fuselage of the craft.

It is an object to automatically control the craft to move laterally at a preselected speed.

It is a further object to automatically bank a helicopter properly for each turn.

It is an object of the invention to automatically maintain forward flight at preselected speeds.

It is a further object to readjust under a unitary control both the automatic lateral controls and the automatic longitudinal controls from conditions controlling for one flight condition to those controlling for another, for instance -from controlling for hovering to controlling for cruising.

It is still a further object to provide means for automatically maintaining flight at any preselected speed, in conjunction with a normal manual control member the displacement of which forward or backward from neutral will always cause corresponding forward or backward increments of controlling effect, respectively, including the increase or decrease of craft speed from the preselected speed. That is, it is an object to maintain the normal functioning of the regular manual longitudinal control means in spite of the settin of the automatic longitudinal control means to a preselected speed, which speed Will be automatically maintained if the manual means is not displaced from neutral but will be altered selectively by any such displacement.

It is an object of the invention to so improve the arrangement of longitudinal and lateral controls that the response of the craft thereto will be substantially instantaneous and more perfectly uniform in amount than has heretofore been attainable with articulated sustaining rotors.

It is a further object to provide automatic control mechanism which, acting through the cyclic pitch controls of an articulated rotor, will promptly produce coresponding response of the craft.

It is an object of the invention to automatically maintain the engine and rotor at proper operating speeds.

It is also an object to automatically readjust these speeds to meet various operating conditions.

It is a further object to provide in conjunction with an engine and rotor so controlled, means by which the operator may conveniently, if and when he so desires, bring the engine and rotor to speeds higher than the automatically controlled speeds above mentioned.

It is also an object to prevent the engine and rotor from ever being brought to dangerously high rotational speeds.

It is an object of the invention to provide improved means for adjusting the various manual control members to suit the size and convenience of different operators.

It is an object of the invention to provide a control member with an adjustable neutral position so arranged that the controlling eflect will be determined by the displacement of the member from its adjusted neutral position instead of by its displacement from any fixed position of the member.

It is an object to provide improved means for readjusting the controls for different locations of the center of gravity of the craft, and to thereby avoid the necessity for the operator to hold any of the normal flight control members in a displaced position to correct for such shifts in the center of gravity.

It is an object to so stabilize the direction of travel of a helicopter relative to its longitudinal axis as to make it possible to satisfactorily navigate the craft by compass.

It is a further object to provide such stability of the direction of travel relative to the longitudinal axis of the craft in conjunction with means whereby the operator may, at will, change the direction of craft travel relative to the longitudinal axis.

It is an object of the invention to conveniently group a plurality of controls on a rockable column, and to render said controls immune to the effect of rocking of the column.

It is an object of the invention to make it readily possible for the operator to supersede the automatic control of a given craft function by manual control thereof.

It is an object of the invention to so arrange the means for converting the various functions from automatic to manual control that they will always be conveniently available to the operator yet never in danger of being accidentally so set as to unintentionally terminate automatic control.

It is a further object of the invention to make it possible for the operator to exercise emergency manual control of a function through the same member which he normally utilizes for effecting desired alteration of the automatic control thereof.

It is an object of the invention to automatically increase the usable stroke of a manual controlling member upon converting from automatic to manual control of the function controlled by said member.

It is an object of the invention to automatically reestablish the automatic controlling functions in proper relation to the positioning of the manual controlling member upon converting back from manual to automatic control.

It is an object of the invention to automatically cut off the supply of power to the automatic control means upon converting from automatic to manual control.

It is an object of the invention to so arrange it that the operator may by a single manual stroke mechanically disconnect from a control means the power operated motor which normally positions it, connect a manual control member to the control means, and cut off the supply of power to the motor.

It is an object of the invention to provide a helicopter which can be safely flown for limited but reasonably extensive periods of time with hands off of all controls, and it is a further object to provide such a craft with a maximum of simplicity and at a minimum of cost.

it is an object of the invention to provide fully automatic means for continuously readjusting an adjustable trim surface so as to maintain it at all times in substantially the best average position for the current conditions of craft operation.

It is a further object to render it exceptionally easy to smoothly adjust rotor pitch. More specifically it is proposed to do this by employing a servo-motor, and it is a further object to insure against stalling of the rotor even though the pitch controlling servo-motor should fail simultaneously with failure of the main engine and while the rotor blades are operating at pitch angles greater than those capable of producing autorotation of the rotor.

It is particularly an object to provide such automatic safety against stalling the rotor in such a manner that the operator may still retain manual control of pitch and may even increase pitch above the auto-rotational range of pitches for short periods, as for instance in easing the contact of the craft with the ground.

It is an object to render control of the craft especially easy under cruising conditions, and more specifically it is an object to do this by minimizing the number of control members that need be operated under cruising conditions and the frequency with which any such members need be operated. It is a further object to accomplish this without locking or disabling any of the normal manual control members.

The manner in which the foregoing, together with additional objects and advantages of the invention, are attained will be made apparent in the course of the following description of the preferred embodiments thereof which is to be read with reference to the accompanying drawings, in which:

FIGURE 1 is a schematic view in perspective showing a portion of the rotor of a craft embodying my inven tion, particularly the rotor hub and driving shaft, a portion of a tyical blade and the means for controlling the pitch of the blades, several of the parts being partially broken away in order to better expose other parts to view.

FIGURE 2 is a drawing showing schematically the novel means for transmitting the cyclic pitch control movements to the rotor.

[FIGURE 3 is a side elevation of the form of helicopter in which I prefer to incorporate my invention.

FIGURE 4 is a horizontal section of the same craft taken substantially on line 44 of FIGURE 3.

FIGURE 5 shows a portion of the louver mechanism illustrated in FIGURE 4, but on a larger scale and with the louvers occupying a setting different from that illustrated in FIGURE 4.

FIGURE 6 is a drawing showing schematically the principal automatic controlling mechanisms of the craft, the principal manually movable members for exercising control of the craft, and the general nature of the relationship of these to each other.

FIGURE 7 is a side view of a control column carrying control members arranged as schematically indicated in FIGURE 6-.

FIGURE 8 illustrates schematically a mechanism intended to be operated by the automatic steering control mechanism of FIGURE 6 to control the amount of torque set up by each of the two counter-torque mechanisms with which the craft is preferably equipped.

FIGURE 9 is a schematic showing of a second embodiment of the mechanism for automatically exercising lateral control of the craft.

FIGURE 10 schematically illustrates a third embodiment of the lateral control mechanism.

FIGURE 11 schematically illustrates a second embodiment of the longitudinal control mechanism.

FIGURE 12 is a schematic view of the mechanism for automatically adjusting the vertical tail fin, which fin is shown as sectioned substantially on the line 1212 of FIGURE 3 FIGURE 13 is an enlarged detailed view of a portion of the mechanism illustrated in FIGURE 12.

FIGURE 14 is an elevation (looking forward) of the preferred embodiment of the primary means through which the operator controls the craft.

FIGURE 15 is a right side view of the same mechanism with the control column cut in section to expose certain of the mechanism within it.

FIGURE 16 is a view corresponding to the upper part of FIGURE 15, but on a larger scale and showing additional mechanism not included in FIGURE 15, and also showing the pitch control lever in section instead of complete, as in FIGURE 15.

FIGURE 17 i a section taken substantially on line 17-17 of FIGURE 16.

FIGURE 18 is a view corresponding to the lower part of FIGURE 14, but with the control column and most of the mechanism sectioned in the mid-plane of the column.

FIGURE 19 is a perspective View showing the emergency means operable by the operator to convert any or all of the automatic control functions to direct manual control.

FIGURE 20 is a perspective view of the mechanism operated by a typical one of these emergency means, and showing additional details of the manual and automatic control mechanisms.

A. aoron CONSTRUCTION (FIG. 1

FIGURE 1 illustrates schematically a typical rotor such as may be used for sustaining a craft embodying my invention, which rotor is in turn controlled by certain of the novel mechanisms of my invention.

The arrangement shown in FIGURE 1 for transmitting the drive and pitch control movements to the rotor blades corresponds in general to that of the NX-1272 helicopter illustrated and described in an article in Aviation for June, 1945 at pages 122 to 130, to which article reference may be had for details of construction previously known in the art and therefore not disclosed herein. A rotor drive tube 10 is adapted to be driven in a counterclockwise direction by an engine mounted in the fuselage of the craft. integrally attached to the upper end of the shaft 10 is a hub member 11 which, in the particular form illustrated, has three arms 12 to each of which a blade such as the blade 17 is pivotally attached by a substantially horizontal hinge 13', only one of the three hinges and blades being shown in the drawing, however. V

Control means are provided as more fully shown in my US. Patent 2,731,215 which, by selective adjustment, may cause either simultaneous and equal change of pitch of all blades or may cause the pitch of each blade to be cyclically increased and decreased as the rotor rotates, the angular location and magnitude of such cyclic changes being dependent upon the direction and magnitude of movement, respectively, of elements of the control means.

This control means comprises a pitch control arm 20 integral with each blade 17 and pivotally connected for universal movement to the upper end of a pitch control link 21. The lower end of each link 21 is pivotally connected for universal movement to one of three arms 22 of a pitch control spider 23. Through a thrust bearing mounting of the general character disclosed in the article previously referred to, spider 23 is connected to a non-rotating ring 28; the arrangement being such that spider 23 and ring 28 may be tipped as a unit in any direction by control movements imparted to ring 28.

Spider 23 and ring 28 also may be raised or lowered as a whole, without altering their tilt, by raising or lowering the pitch control rod 27 upon which they are universally mounted by means of the ball 26, and means to be hereinafter described, are provided for vertically positioning rod 27. Such raising or lowering will correspondingly increase or decrease the pitch of all blades; the movement of the pitch control rod 27 introducing a simultaneous and substantially identical change of pitch to all blades; and links 32 and 33 being constrained to move up and down in unison with rod 27 by mechanism which will be described presently.

Any vertical movement of either or both of the control rods 32 and 33 relative to the pitch control rod 27 will, however, cause a change in the tilt of spider 23 and ring 28 and hence a change in the cyclic pattern of pitch distribution, for if the spider and ring are not perpendicular to shaft 10, they will cause the pitch of each blade to be cyclically increased and decreased as the rotor rotates, the angular location of these cyclic changes depending upon the direction of tilt of the spider and ring and the amount of the cyclic changes depending upon the amount of tilt of the spider and ring.

Control rods 32 and 33 are constrained to move vertically in synchronism with the pitch control 27 whenever a general increase or decrease of pitch is to be etiected by the latter without changing the tilt of the pitch control spider 23; the arrangement being such as will nevertheless permit independent movement of the control rods 32 and 33 with respect to the pitch control rod 27 for the purpose of changing the tilt of the pitch control spider 23. To provide for this, rod 32 is connected to a tilt-control rod 36, as well as to rod 27, in such a manner that the vertical displacements of rod 32 will be equal to those of rod 27, plu displacements equal or proportional to those of the tilt control rod 36. Rod 33 is similarly connected to rod 27 and a second tilt control rod 37.

B. MECHANISM FOR TRANSMITTING CYCLIC PITCH CONTROL TO THE ROTOR (FIG. 2)

In an articulated rotor however, the imparting of a given tilt to pitch control ring 28 does not immediately produce a corresponding and constant effect on the craft. The response will, in general, vary markedly with time, particularly if a marked change of tilt is suddenly imparted to pitch control ring 28, and in such case the initial response will ordinarily be predominantly at right angles to the final and intended response.

The above-mentioned Patent 2,731,215 discloses means for avoiding the delay which this normally causes in' securing the desired response from the craft, and also avoiding the false response at right angles to the desired response, which false response usually appears immediately upon the imparting of any sudden change of tilt to pitch control ring 28, but gradually dies away.

FIGURE 2 schematically illustrates an arrangement corresponding to that disclosed in the above-mentioned Patent 2,731,215 for thus temporarily altering the direction of tilt of pitch control ring 28, so that craft response will be immediately and continuously in substantially the direction corresponding to the originating control movement, and in addition comprises means for temporarily altering the amount of tilt of the ring 28 so that the craft response to a given control movement will. be continuously more uniform in amount than would ordinarily be possible with the arrangement previously disclosed in said above-mentioned Patent 2,731,215.

FIGURE 2 schematically illustrates mechanism which it is proposed to interpose between the primary control members and the rotor to cause the pitch control mechanism of the rotor to respond in the manner above described. Movement is transmitted to the mechanism illustrated in FIGURE 2 by means of links 122a and 200a. Link 122a (FIG. 2) is connected by linkage, not shown, to link 122 (FIG. 7) to move in unison with it. Therefore when control column 120 is rocked forward on its pivot 121 (to the right in FIGURE 7) to cause a forward moment to be exerted on the craft it operates through link 122 to move line 122:: upwardly in FIG- URE 2 as indicated by the arrow labeled F. Similarly when column 120 is rocked rearwardly to cause a backward moment to be exerted on the craft it moves link 122a downwardly in FIGURE 2 as indicated by the arrow labeled B. Link 200a of FIGURE 2 is connected by linkage not shown to rack 200 of FIGURE 6, which as hereinafter described is automatically reciprocated to control the craft laterally. As hereinafter described rack 200 is displaced downwardly in FIGURE 6 to produce a leftward moment on the craft, which through the connecting linkage mentioned causes upward movement of link 200a (FIG. 2) as indicated by the arrow labeled L, while for a rightward moment these movements are the opposite and link 200a is displaced downwardly in FIGURE 2 as indicated by the arrow labeled R.

The movements thus transmitted to the mechanism illustrated in FIGURE 2 by links 122a and Ztltla is transmitted to tilt control rods 36 and 37 which are shown in FIGURE 2 and also in FIGURE 1 wherein is shown the previously described mechanism through which they act to cyclically adjust the pitch of the rotor blades, rod 36 being moved upwardly in both FIGURES 1 and 2 for tilting pitch control ring 28 in the direction normally associated with a forward moment on the craft and downwardly for a. backward moment, while rod 37 is moved upwardly in both figures for tilting pitch control ring 28 in the direction normally associated with a leftward moment on the craft and downwardly for a rightward moment. It is the conventional practice in helicopters to provide a construction which is the equivalent of connecting link 122a directly to rod 36 and link 200a directly to rod 37, but in order to eliminate or minimize the effects of the abnormal transient response of the rotor to sudden movements of the primary control members and to overcome the adverse effects due to the slowness in its normal response thereto, I prefer to connect both of the links 122a and 200a to both the rods 36 and 37 by means of the novel mechanism illustrated in FIG- URE 2.

As illustrated in FIGURE 2, and in Patent 2,731,215 in detail, lateral control link 200a is connected to lateral tilt control rod 37 through unit 98 in a manner which exactly corresponds to the manner in which longitudinal control link 122a is connected to longitudinal tilt control rod 36 through unit 92. Also this lateral control link 260a is connected to the longitudinal control rod 36 through unit 97 in a manner which corresponds to that in which longitudinal control link 122a is connected through unit 91 to lateral control rod 37.

C. GENERAL ARRANGEMENT OF CRAFT AND COUNTER-TORQUE MEANS (FIGS. 3, 4 and 5) FIGURES 3 and 4 illustrate the general form and arrangement of the craft in which my invention is preferably embodied, though it is to be understood that the invention is by no means limited to use in the type of craft here illustrated, nor in conjunction with the particular rotor arrangement illustrated in FIGURE 1. As shown in FIGURES 3 and 4 the engine is connected, through a train comprising appropriate shafts and gearing and including over-running clutch 61 and hydraulic clutch 62, to the rotor shaft 10 to drive same at a suitable reduction ratio from the engine.

Driven by this train is a rearwardly extending shaft 64 carrying at its rear end the adjustable pitch, axial flow fan 65, which fan is employed for counter-torque purposes. Optionally the clutch 64a may be located on shaft 64 for selectively declutching the fan from the engine. Control rod 66 may be selectively positioned to bring the pitch of the blades of fan to any desired pitch angle throughout a range including substantially a Zero pitch angle at which no air is delivered by the fan, and a high pitch angle at which the fan will force a large volume of air rearwardly through the duct 67 in which the fan is located. The air so delivered may be drawn in through louvers 68 located on the top and bottom of the fuselage and discharged through a large opening 69 on one side of the fuselage near the tail.

As shown in FIGURE 4 duct 67 is provided with turning vanes 70 immediately inside the opening 69, and as also shown in FIGURE 5 a rotatably adjustable louver slat 71 is located immediately down stream of each turning vane 70. As will be later described, as soon as the craft attains any considerable forward speed (for instance a speed greater than half of normal cruising speed) fan 65 is no longer required for counter-torque purposes and its blades are automatically brought to substantially zero pitch simultaneously with which slats 71 are brought to the positions shown in solid lines in FIGURE 5, in which condition they substantially seal off the opening 69 and minimize the drag of the craft. This positioning of the slats may be effected by springs which automatically become effective to so position the slats upon cessation of airflow from the fan or they may be mechanically positioned by mechanism connected with the pitch control mechanism of the fan. However, when the speed of the craft is low enough to require the use of the fan to supply the proper counter-torque effect for counter-bah ancing the torque exerted on the craft by the driving of the rotor, then as the pitch of the fan blades is increased above zero pitch (in a manner to be more fully described hereinafter) the slats 71 are automatically swung into the positions in which they are shown in FIGURE 4 and indicated by dotted lines in FIGURE 5. When slats 71 are so adjusted the turning vanes 70 and the slats 71 cooperate to turn the air stream from the fan so that it will be smoothly ejected in a direction generally perpendicular to the craft, thereby exerting a strong torque effect on the craft about the rotor axis.

By controlling the pitch of the blades of fan 65 very much as the pitch of the blades of the conventional helicopter tail rotor are controlled essentially the same sort of adjustment of counter-torque can be effected, but my new location of the counter-torque airscrew eliminates the danger to nearby personnel and property and the danger to the airscrew and craft itself which is inherent with the conventional exposed tail rotor.

As is particularly evident in FIGURE 3 the craft is provided with a rudder 75 and a vertical fin 76, corresponding essentially to the rudder and vertical fin of a conventional airplane except that the vertical fin as well as the rudder is angularly adjustable. As long as the speed of the craft is low and the fan 65 is used for countertorque as previously described, rudder 75 and fin 76 are maintained at a considerable angle clockwise from the longiutdinal axis of the craft, for instance an angle of about 15. As the craft gains forward speed the fin and rudder will exert a continually greater countertorque effect requiring a continual readjustment of the steering controls to reduce counter-torque so as to prevent the increasing counter-torque from the rudder and fin from turning the craft toward the left. As will be hereinafter described I prefer to arrange for automatic effecting of this readjustment. As long as the fan is delivering any air the readjustment will act to decrease the pitch of the fan blades and will not alter the setting of the rudder and fin. However, as soon as the increasing of craft speed and consequent decreasing of counter-torque setting has proceeded to the point where fan pitch is reduced to zero, which is the speed at which the rudder and fin in their hard over position will supply all the counter-torque required, then any further decrease in counter-torque setting, such as would be brought about by further increase in craft speed will cause decrease in the angularity of the rudder and fin, and may also cause declutching of the fan from the engine. Themechanism whereby these adjustments are automatically effected in this manner will be described hereinafter.

D. SCI-IEMATIC OUTLINE OF PRINCIPAL CONTROL MEANS (FIGS. 6 to 13 inc.) 1. Steering Control FIGURE 6 is a purely schematic drawing showing the general nature of the principal automatic, semi-automatic, and servo mechanisms which I prefer to employ to improve the control of my helicopter, and showing the manner in which these mechanisms are related to each other and to the principal manual control members which are operable by the operator of the craft. These manual control members include the control column 120 (FIGS. 6 and 7) which as later described is rockable fore and aft on the transverse pivot 121 to control the longitudinal attitude of the craft. Pivotally mounted on a generally longitudinal axis, fixed in and perpendicular to column 120 near the top thereof, is steering wheel 124, integral with drum 125 to which is attached flexible cord 126, which passes around pulleys 127 and is attached to drums 128 and 129 so as to rotate these drums oppositely on shaft on which they are pivotally mounted. This mechanism is provided for efiecting and controlling the precessing of the gyroscope, comprising wheel 131 integral with shaft 132 and rotatably mounted in supporting ring 133, which ring is pivotally mounted by means of pins 134 on ring 135, which in turn is pivotally supported by means of pins 136 in the work 137, which fork is pivotally mounted on pin 13% fixed in the frame of the craft. In order to more clearly show the schematic relationships, steering wheel 124 and also the gyroscope supporting rings 133 and are shown in FIGURE 6 as substantially parallel to the plane of the drawing, but it is to be understood that steering wheel 124- normally stands in substantially a vertical plane and rings 133 and 135 in substantially a horizontal plane, the pivotal mounting pin 138 upon which the whole gyroscopic assembly is free to turn in azimuth being normally substantially vertical. Integral with the fork 137' is a forwardly extending arm 139 carrying a normally horizontal pin upon which is pivotally mounted the roller 140, which as hereinafter described acts as an electrical trolley for controlling the operation of the steering motor 141.

It was previously mentioned that drums 128 and 129 are rotated oppositely on shaft 130 by angular displacements of steering wheel 124. In order that such rotation may be utilized to cause precession of the gyroscope a yieldable arm 143 made of spring material is integrally attached to drum 128, and a similar arm 144 integrally attached to drum 129. When steering wheel 124 stands in its central, neutral position the tips of arms 143 and 144 stand a short distance above the upwardly extending projections 145 and 146, respectively, on ring 133. If, however, steering wheel 124 is turned an appreciable distance toward the right arm 144 will be raised and arm 143 lowered into contact with projection 145, thus exerting a leftward torque on the gyroscope about pins 134. Throughout operation of the craft the gyroscopic wheel 131 is spun, near side downwardly in FIG- URE 6, and therefore the downward pressure of arm 143 on projection 145 will cause the gyroscope to precess in a clockwise direction as indicated by arrow 148. Similarly rotation of steering wheel124 to the left of its neutral position will cause arm 144 to press down on projection 146 and cause counter-clockwise precession of the gyroscope as indicated by arrow 149. In each instance the amount of deflection of the spring arm 143 or 144 and consequently the amount of pressure exerted by it will be approximately proportional to the amount of displacement of the steering wheel 124 from neutral, and therefore the angular rate of precession of the gyroscope will be substantially proportional to such displacement. The specific means described above, whereby the steering wheel 124 causes the gyroscope '131 to precess, has been chosen for convenience of schematic showing, and it will be understood that other means well known in the art for applying to a gyroscope a torque to cause it to precess may be utilized in place of the specific mechanism illustrated for the purpose in FIGURE '6.

Cooperating with trolley 140 in controlling steering motor 141 is contact plate 152 carrying two contact strips 153 and 154 arcuate in shape and concentric with pin 138. Strip 153 is electrically connected to terminal 155 of motor 141, and strip 154 similarly connected to terminal 156 thereof. One side (for instance the negative side) of the electrical power source 157 is connected to terminal 153 of motor 141, while the other side thereof is connected through switch 159 to trolley 140, which is electrically insulated from arm 139' just as strips 153 and 154 are electrically insulated from plate 152. Motor 141 is a reversible electric motor so constructed that is, with the negative side of the power source connected to terminal 158, the positive side be connected to terminal 155 the motor will run in one direction, while if the positive side be connected to terminal 156 it will run in the other direction. Therefore, if as illustrated, trolley 140 stands intermediate between strips 153 and 154, without contacting either strip, motor 141 will not operate, but if due to angular displacement of trolley 140 and plate 152 relative to each other trolley 140 is brought into contact with strip 153 or strip 154 motor 141 will be operated in one direction or the other, which through mechanism to be hereinafter dsecribed will effect decrease or increase in compensating torque set up by the counter-torque mechanisms of the craft, such change in counter-torque always being in such a direction as to tend to cause an angular displacement of the craft in azimuth in the proper direction to bring the gap between strip 153 and 154 back under the trolley 140 once again. Gyroscope 131 tends to maintain a fixed azimuth regardless of yawing displacements of the craft, thereby holding trolley 140 at a relatively fixed azimuth. Therefore yawing displacements of the craft in one direction or the other from a constant heading will bring strip 153 or strip 154 under trolley 140 which as previously mentioned, will cause a change in countertorque adapted to restore the craft to its original head ing. If, due to gradual departure of the gyroscope from a constant heading, or due to the desire to change course, the operator desires to alter the heading on which the gyroscope thus acts to maintain the craft, he may displace the steering wheel 124 to precess the gyroscope in the manner previously described, which will alter the azimuth position of trolley 140 in the desired direction, causing it to contact strip 153 or 154 and cause the craft to turn to coincide with the new heading of the gyroscope following such precession.

Since gyropilots, as known at present, ordinarily aim at holding course automatically accurate for long periods of time, a great deal of expense is incurred in finishing the gyroscopes to extremely fine tolerances, in comparison with which a commercially obtainable tolerance of $012005 inch, for instance, would represent a very crude and relatively inexpensive type of workmanship. However, a gyroscope finished to ordinary commercial production accuracy would hold a given course with a degree of constancy at least equal to that characteristic of the ordinary automobile if driven without any corrective movement of the steering wheel, and the attainment of that degree of constancy in steering control would make helicopter operation immensely easier than it is at present. The normal operation of an automobile requires rather frequent corrective movements of the steering wheel, but such movements are easily made, practically unconsciously, by the operator. In operating a helicopter as heretofore known in the art, however, the steering control has to be skillfully readjusted to accurately balance each change in engine torque and/ or of craft speed and flight path. A very low cost, commercial tolerance, gyroscope utilized substantially as schematically indicated in FIG- URE 6 will reduce the steering of a helicopter to an operation at least as easy as that of steering an automobile, and the gyroscope illustrated in FIGURE 6 is intended to be such a commercial tolerance unit.

As was previously described my preferred form of helicopter is preferably provided with two counter-torque mechanisms one primarily utilized at higher craft speeds and the other at lower speeds. As schematically indicated the steering motor 141 serves to adjust the torque output of these two counter-torque mechanisms by means of a worm 161 integral with the motor shaft and meshing with work wheel 162 integral with shaft 163 with which there is also integral the box cam disc 164 (FIG. 8), the rotation of which angularly adjusts the two shafts 165 and 166 which control the amount of counter-torque effect exercised by the respective counter-torque mechanisms. Shaft 166 is connected to fan pitch control rod 66 (FIG. 4) in such a manner that clockwise rocking of shaft 166 increases fan pitch and counterclockwise rocking thereof decreases it. Shaft 165 is connected to the rudder 75 in such a manner that when arm 165a integral with shaft 165 stands in the position illustrated in FIG- URE 8 the rudder is hard over (for instance at 15 angularity) for exerting its maximum counter-torque, whereas when it is rocked as far clockwise therefrom as the cam slot 167 is capable of rocking it the rudder is brought almost parallel to the longitudinal axis of the craft. When disc 164 is rocked approximately clockwise from the position illustrated it brings both the counter-torque mechanisms to their maximum counter-torque settings, since cam slot 167 will have guided pin 1661) (integrally mounted in arm 166a integral with shaft 166) into its rightmost position thereby positioning shaft 166 in its furthest clockwise position, and will have guided pin 1165b (integrally mounted in arm a which is integral with shaft 165) into its leftmost position thereby positioning shaft 165 in its furthest counter-clockwise position. As disc 164 is rocked counterclockwise from this extreme position, as will for instance automatically occur as the craft gains forward speed, the first half turn will not affect the position of shaft 165 since the portion of slot 167 which will be traversed by pin 165k is concentric with shaft 163, and therefore the rudder will remain in its hard over position, but this half turn will rock shaft 166 from its furthest clockwise position to its furthest counter-clockwise position, thereby reducing the fan blade pitch to zero. During the next counter-clockwise half turn of disc 164 pin 16Gb will traverse an inner portion of the slot concentric with shaft 163 and will therefore continue to hold fan blade pitch unchanged at zero, but the same spiral portion of the slot 165 which during the first half turn served to move pin 1661) inwardly of the disc will during the second half turn similarly move pin 165b inwardly thereby rocking shaft 165 clockwise and thus progressively decreasing the angularity of the rudder. This same movement of pin 165b may be arranged, through link 1650 which is pivotally connected to lever 165a to operate clutch 64a (FIGS. 3 and 4) and thereby disconnect the fan from the motor. This arrangement is preferably such that as the rudder is eased back quite appreciably from its hard over position the clutch is di connected, but when the rudder again approaches similarly close to the hard over position the clutch is once again connected preparatory for possible effective operation of the fan. While, for simplicity, a single slot 167 is shown in FIGURE 6 for controlling both of the shafts 165 and 166; it would be possible, if desired, to provide two separate slots in the same disc, each for rocking one of said shafts, in which case there would be greater opportunity for shaping the slots to provide any desired variations in the rate of adjustment of each counter-torque means.

In order to provide the type of follow-up action necessary for effecting smooth steering there is provided, integral with shaft 163 the spur gear 168 (FIG. 6) meshing with segment 169 which is pivotally mounted on the frame of the machine at 16% and contains the slot 169]) which serves to guide the pin 170a integrally mounted in the upper end of lever 174). The slot 16912 is so shaped that the amount of rocking of segment 169 caused by any given rotation of shaft 163 will displace pin 170a by an amount proportional to the change in counter-torque produced by that same given rotation of shaft 163. Hence pin 176a will move to the right or left of FIGURE 6 in proportion to the change of counter-torque. Near its opposite end lever 170 is pivotally attached by means of pm 172 to links 171 and 173. Link 173 being pivotally mounted on the frame of the machine at 17311 constrains pin 172 to move substantially horizontally, and it is positioned horizontally by link 171, the operation of which will be hereinafter described. For the present purpose pin 172. may be considered as a fixed pin on which lever 17 ii is pivotally mounted.

Pivotally attached to lever 170 near its mid-point is an automatically adjustable link 174 comprising piston rod 175 integral with a piston reciprocable in hydraulic cylinder 176, which cylinder is, in turn, pivotally attached to arm 177 integral with contact plate 152. Plate 152 is mounted so that it may be angularly displaced through a small angular range concentrically with pin 13 8, and it is normally yieldably held in the middle of this range by two springs 178 each of which abuts at one end one of the two fixed ears 179 and abuts at the other end the nose 180 integral with plate 152. The piston in cylinder 176 is arranged to have a small definite amount of leak age so that the hydraulic fluid with which cylinder 176 is filled may gradually pass from one side of the piston to the other and hence gradually permit displacement of the piston in the cylinder. Hence link 174 offers no effective resistance to changing its length if pressure or tension is maintained on the link in a single direction for any considerable period of time, but so far as any movements of short duration are concerned it acts as a link of substantially fixed length. Therefore, whenever motor 141 rotates shaft 163 in one direction or the other it displaces segment 169, rocks lever 170 on pivot 1'72 correspondingly displacing link 174 and contact plate 152, thereby limiting the rotation of shaft 163 to an amount dependent upon the angular displacement of trolley 140 which originally caused the rotation of shaft 163, and acting to return shaft 163 substantially in proportion to the return of trolley 140 to its normal position relative to the craft, all of which is the normal function of a followup mechanism as known in the art.

There is, however, one important difference between the steering control of a single rotor helicopter and that of an airplane. For instance, namely in an airplane there is a single definite rudder position that corresponds to normal undisturbed straight forward flight under all normal flight conditions while in a single rotor helicopter the amount of counter-torque necessary to effect straight forward flight depends upon current engine output and other factors, including particularly craft speed in the case of my prefered form of helicopter. Hence shaft 163 may have to occupy any of a large range of positions in order to set up the proper amount of counter-torque for straight forward flight. If link 174 were a link of fixed length it would cause plate 152 to occupy a different angular position for each such different angular position of shaft 163-, thus causing each change in engine torque and craft speed to produce an angular change in the course on which the gyroscope tends to maintain the craft. However, with link 174 capable of gradually adjusting the length in the manner described, and with plate 152 controlled by springs 178, as described, any tendency for plate 152 to remain to either side of center will cause that one of the springs 178 which resists that displacement to continuously orpredominantly exert a force in one direction on link 174 causing it to so readjust its length that plate 152 will remain on the average substantially central. Therefore, if pin 172 were to remain stationary as thus far supposed, a sudden marked change in engine torque or craft speed would tend to angularly alter the steering by temporarily displacing plate 152, but as soon as link 174 wouldreadjust its length to accord with such a change plate 152 would return to an average neutral position and the angular alteration of steering would be wiped out. Since, the changes in craft speed are necessarily relatively gradual it is feasible to have the rate of leakage in cylinder 176 great enough so that no appreciable angular alterations in steering need be introduced from this source.

Changes in engine torque may be more rapid than changes in craft speed, but I provide special means to eliminate or at least minimize any angular effect on steering from this source. As will be later described in more detail, the engine throttle is directly connected to link 183 (FIG. 6) and is adjusted by the rocking of segment 184 integrally with its pivot shaft 185, segment 184 being pivotally attached to link 183 at 186. Therefore the angular position of segment 184 about its pivot 14 185 is indicative of current engine torque, and in general each change in engine torque is brought about by a change in the angular position of segment 184. By providing segment 184 with a slot 187 cooperating with the roller 188 mounted on bell-crank 189 that bell crank may be rocked on its fixed pivot 190 by each change in engine torque. Slot 187 may be so shaped as to accord with the response of any given type of engine to its throttle adjustment so that link 171 will be displaced longitudinally in direct proportion to the change in engine torque at all parts of its range of movement. Assuming that, as illustrated in FIGURE 4, the counter-torque is applied in a counter-clockwise direction, then energization of strip 154 causes increase in such counter-torque and energization of strip 153 decrease thereof, and shaft 163 is rotated clockwise, as viewed in FIGURES 6 and 8, to increase counter-torque and counter-clockwise to decrease it. Correspondingly segment 184 is rocked clockwise to open the engine throttle and increase engine torque, causing clockwise rocking of hell crank 189 and leftward movement of link 171.

When engine torque is changed this mechanism will function as follows. For instance, it with all steering apparatus in a normal and balanced condition segment 184 be given a quick clockwise displacement to increase engine torque, without the operation provided through bell crank 189 and link 171 the craft would be displaced clockwise by the resulting increase in the torque set up between the craft and the rotor and would move strip 154 under trolley 14d before increase in counter-torque would be commenced. The clockwise rotation of shaft 163 incident to increasing of counter-torque would cause rightward rnovement of link 174 and counter-clockwise rocking of plate 152 which would serve to perpetuate this clockwise displacement of the craft until the lapse of suflicient time for link 174 to readjust its length to the new condition and the consequent return of plate 152 to its normal centralized position. However, with the provision of bell crank 189 and link 171 the leftward movement of link 171 simultaneously with the movement of segment 184 which causes the change in torque will cause lever 170 to rock clockwise about pin 170a, carrying link 174 leftward and rocking plate 152 clockwise, thereby bringing strip 154 under trolley and commencing to increase countertorque simultaneously with the increase of torque and before the craft has been angularly displaced by the change in torque. This increase in counter-torque will be accomplished by clockwise rotation of shaft 163, causing counter-clockwise rocking of segment 1 69 and rightward movement of pin a byslot 16%, thus cancelling the effect of the leftward movement of link 171 and restoring link 174 and plate 152 to their normal positions as soon as the torqueand counter-torque have reached their new values, and without any angular displacement of the craft required to accomplish the readjustment. If the shape of slot 1557 is such that the amount of movement imparted to link 174 in one direction by link 171 as an incident to any given increase in the torque exerted by the craft upon the rotor equals the amount of movement imparted to it in the opposite direction by segment 169 as an incident to an equal increase in counter-torque, and if the motor 141 is arranged to increase counter-torque substantially as rapidly as the engine increases torque, the steering adjustment may be elfected as outlined with no angular displacement of the craft even in case of large and sudden changes in torque. To any extent that such equality may, for any reason be lacking in any given instance, craft displacement will occur and produce the necessary residual readjustment of the counter-torque, but such craft displacements will be slight and of short duration as compared with those which would occur if plate 152 were not connected to the engine throttle through link 171 and bell-crank 189.

The relation of engine power to the torque set up between the craft and the rotor is, however, not a constant relationship, being particularly varied by the amount of power required to drive the counter-torque means. For instance, with the counter-torque arrangement illustrated in FIGS. 3 and 4 more than ten percent of the engine power may go into driving the counter-torque means when the blades of the counter-torque fan are set to a high pitch setting, and this may be reduced to little or no power as the blade pitch is reduced to zero and the fan declutched. However, in view of the fact that the amount of power delivered to the counter-torque means and consequently the proportion of power going to produce torque at the main rotor is largely controlled by the position of counter torque control shaft 163 (FIGS. 6 and 8) the differences in this proportion may be largely compensated for and eliminated as a source of disturbance to automatic steering by so shaping slot 1691; (FIG. 6) that the amount of.

movement imparted to pin 170a as the result of a given amount of change in counter-torque will vary for different portions of the rotational range of shaft 163 substantially in proportion to the reciprocal of the proportion of engine power going to the main rotor in each portion of said range.

For instance, when shaft 163 is so positioned that approximately 10% of the engine power will normally go to the counter-torque means and 90% to the main rotor, it will require about the reciprocal of 90% times as much increase in engine power and corresponding displacement of link 171, to produce a given amount of change in rotor torque, as would be required when 100% of the engine power goes to the main rotor. herefore, if slot 16% is so shaped that displacement of shaft 163 in this part of its range will cause the reciprocal of 90% times as much displacement of pin 17011 as does corresponding displacement of shaft 163 in the portion of its range of movement wherein the engine power is transmitted directly to the counter-torque means, the contribution of the rotor torque and of the counter-torque to the displacement of adjustable link 174 will remain in proper balance.

Slot 16911 is therefore preferably so shaped that, instead of displacing pin 170a in constant direct proportion to counter-torque, which was above suggested as a first approximation to its pattern of displacement, it will in each portion of its length displace pin 170a substantially in that proportion divided by the complement of the aproximate percentage of engine power going to the countertorque means when shaft 163 is positioned to bring pin 170a into that portion of the length of slot 169]). As previously mentioned, any final imperfection in ideally attaining the relationship above outlined in any given instance will be corrected through angular displacement of the craft and operation of the steering gyro, but constructing the mechanism as above outlined will minimize such angular departures and make for steadier and more perfect automatic steering.

2. Lateral Control As is customary in helicopters lateral control of the craft is exercised by effecting appropriate cyclic pitch changes of the rotor blades. As previously described rack 200 (FIG. 6) is connected to link 200a (FIG. 2) in such a manner that its reciprocation up or down from its neutral position as illustrated in FIGURE 6 will produce the appropriate cyclic changes in rotor blade pitch to exercise lateral control on the craft in the one or the other direction, respectively. The reversible electric motor 201 is connected to rack 200 to reciprocate it so as to bring about the proper lateral control of the craft. To this end the negative side of electrical power source 202 is connected to terminal 203 of motor 201, and the positive side thereof connected through switch 204 to trolley 205, and thence selectively through either contact strip 206 or 207 to either terminal 208 or terminal 209 to cause operation of the motor in the one or the other direction, respectively.

According to the schematic showing of FIGURE 6, trolley 205 is integrally mounted on the normally vertical shaft 210 on which there is also integrally mounted outside the craft the vane 211, this vane preferably being located beneath the nose of the craft as indicated in FIG- URE 3. As indicated in FIGURE 6, a spring 213, tensioned between the vane and a fixed stud 214 serves to lightly centralize the vane. However, if there exists any lateral component of movement of the craft relative to the surrounding air, the resulting lateral movement of the air relative to the craft will exert a lateral force on vane 211 causing it to rock about the pivotal mountings of shaft 210. If this lateral movement is accompanied by little or no longitudinal movement of the craft, vane 211 will rotate until spring 213 sets up a moment about shaft 210 equal and opposite to that exerted by the air pressure on the vane 211. However, if the craft has much forward speed the moment exerted by spring 213 will be so small in comparison with the aerodynamic forces which would be exerted on vane 211 if it made much of an angle to the airstream that the vane substantially aligns itself with the airstream and its angular position is not affected in any very appreciable degree by spring 213. Since trolley 205 and vane 211 are schematically assumed to both be integral with shaft 210, in the arrangement illustrated in FIGURE 6, trolley 205 will at all times be angularly displaced in unison with vane 211 by an amount indicative of the lateral movement of the craft.

Such angular displacement of trolley 205 will bring it into contact with either the contact strip 206 or the contact strip 207, depending upon the direction of the sideward movement which has caused displacement of vane 211. This will start motor 201 operating in one or the other direction, to displace rack 200 in the proper direction to cause the rotor to exert on the craft a lateral force opposing the lateral motion. A follow up linkage is provided, however, which serves to limit the displacement of rack 200 from neutral to an amount substantially proportional to the displacement of the vane, which in turn is indicative of the amount of lateral movement to be corrected. This follow up linkage includes lever 218, which is pivotally connected at one end to rack 200, and at the other end to link 219, which in turn is pivotally connected to the normally centralized control lever 220. The mid-point of lever 218 is connected by link 221 to segment 222, which carries the contact strips 206 and 207. Means not shown in this schematic arrangement but corresponding to that shown for the same purpose in connection with centralizing lever 220' in the embodiment illustrated in FIGURE 16, normally serves to yieldably hold lateral control lever 220 (FIG. 6) centralized in its neutral position, and as long as it is so held lever 218 and link 221 comprises a follow-up mechanism for rocking segment 222 substantially in proportion to the movement of rack 200 thereby limiting the displacement of rack 200 to an amount substantially proportional to the displacement of vane 211, and returning rack 200 to its neutral position simultaneously with the return of vane 211 to neutral and hence simultaneously with the checking of the lateral movement that was to be eliminated.

This lateral control mechanism therefore normally serves to prevent lateral movement of the craft relative to the air, quickly and smoothly checking any slight amounts of lateral movement that may for any reason develop. Since any such slight amounts of lateral movement will normally occur more or less equally in the two opposite directions, the lateral control mechanism enables the craft to proceed with no appreciable net lateral movement whatever. Thus its progress through the air will be parallel to the longitudinal axis of the craft, thereby making it possible for the helicopter to fly a compass course just as an airplane does. Heretofore, this has not been possible in helicopters because as previously constructed there was no fixed relationship maintained between the direction in which the craft faced and the direction in which it proceeded through the air.

By employing a counter-torque mechanism such as illustrated in FIGURES 3 and 4 comprising a vertical 

1. IN A ROTARY WING AIRCRAFT HAVING A ROTOR COMPRISING A HUB AND A PLURALITY OF ADJUSTABLE BLADES ATTACHED THERETO, CYCLIC PITCH CONTROL MEANS FOR CYCLICALLY CONTROLLING THE PITCH OF THE RESPECTIVE BLADES, COLLECTIVE PITCH SETTING MEANS FOR SIMULTANEOUSLY IMPARTING SIMILAR PITCH CHANGES TO ALL BLADES TO EFFECT CHANGE IN ALTITUDE, AN ENGINE FOR DRIVING THE ROTOR, AND COUNTER-TORQUE MEANS FOR EXERTING A LATERAL FORCE ON THE CRAFT TO COUNTERACT THE TORQUE SET UP BY SAID ENGINE IN DRIVING SAID ROTOR; THE COMBINATION OF A GOVERNOR FOR AUTOMATICALLY VARYING THE POWER OUTPUT OF SAID ENGINE IN RESPONSE TO CHANGES IN LOAD ON SAID ENGINE INCLUDING THAT DUE TO CHANGES IN THE ADJUSTMENT OF SAID PITCH SETTING MEANS, A HEADING CHANGE SENSING DEVICE SELECTIVELY DISPLACED RELATIVE TO THE CRAFT BY CHANGES IN THE HEADING OF THE CRAFT, MEANS CONTROLLED THEREBY AND ALSO RESPONSIVE TO THE CHANGES IN ENGINE POWER EFFECTED BY THE GOVERNOR FOR ALTERING THE LATERAL FORCE SET UP BY SAID COUNTER-TORQUE MEANS TO MAINTAIN HEADING AND FURTHER MEANS RESPONSIVE TO CHANGES IN THE LATERAL MOVEMENT OF THE CRAFT INCLUDING THOSE CAUSED BY SAID ALTERING OF THE LATERAL FORCE SET UP BY THE COUNTER-TORQUE MEANS AND CONNECTED TO THE CYCLIC PITCH CONTROL MEANS FOR AUTOMATICALLY ADJUSTING THE CYCLIC PITCH CONTROL MEANS TO ALTER THE LATERAL ATTITUDE OF THE CRAFT. 